Combined train-stopping and speed-controlling mechanism



F. C. WILLIAMS. COMBINED TRAIN STOPPING AND SPEED CONTROLLING MECHANISM.

APPLICATION FILED SEPT. 22. I917.

Patanted Nov. 141, 1922.

INVENTOF? WITNESS ATTORNEYS P lots id, 192

FRANK C. XUILLIAIVIS, Oi -PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE SAFETY BLOCK SIGNAL COMPANY, A. CORPORATION OF DELAWARE.

To all whom it may concern Be it known that I, FRANK C. lVI LIAMs,

a citizen of the United States. and a resident of Philadelphia. in the county o'l? Phila'delphia. State of Pennsylvania, have in vented certain new and useful Improve ments in Combined Train-Stopping and Speed-( ontrolling Mechanisms, of which the following is a, specification.

This invention relates toan automatically operating train stopping and speed controlling mechanism whereby a train in a block of a block system will be automatically stopped it there is another train in. the block next in advance, while, it the, blockneztt in advance is clear but the second block in advance is occupied so that the signal for the train first mentioned is at 45, then the train will be under the automatic control of the mechanism responsive to the speed of the train so that-it the train is proceeding at a moderate rate of speed, say thirty miles an hour for example, the automatic mechanism will not prevent the operation of the train, but it the train is exceeding this rate of speed then the mechanism operates, to reduce the speed permitting the same to continue so long the train remains at the reduced speed. i

It is therefore the object of this invention to' provide a mechanism of this character which shall be automatic in its operation and substantially beyond the control of the operator excepting that there may be provided means whereby under certain conditions. the operator may control the action of the mechanism it the train is then proceedat very materially reduced rate of speed. The mechz 'sm. which has been pro vided for accomplishing these ends is one which operates, in so. far as any electrical circuits are used, on the closed principle type o'tcircuit so that it an; accident occurs to any parts ol the mechanism, the apparatus operates to stop the train. F is the object of this invention to include means to insure against accidents should. the insulation used as part of the mechanism controlling the electric circuits break down. 7

in the accompanying drawings illustratg the invention, F gure 1 represents diainatically one term of carrying this invention into eilect while "2 represents a modification illustrating diagrammatically rthermore. it

SPEED-CONTROLLING MECHANISM.

22, 1917. Serial N0. 192,636.

a different form of construction. Fig. 3- also shows a modification.

Referring to Fig. 1, B, C- and D represent successive blocks in a block system of a railroad line having track batteries, such as c and. (Z respectively located in blocks B and C respectively in advance of the blocks C and; D, the circuits of the, latter being controlled by the batteries located in the blocks in advance thereof as will. hereafter more fully appear. At the beginning of each block are. also located a signal of the usual se-maphoretype adapted to indicate danger, caution and clear conditions, the. danger position being designated by 2 in block B and the caution signal shown at 3- in block C in Fig. 1, while a clear signal is represented at 157 in Fig. 3. The signal system is of the usual form whereby upon a train passing into a block, such as block B, the semaphore therefor will im mediately indicate cl-anger, and the operation. of thelatter will cause the danger signal of the succeeding block to change. to caution, as indicated at 3 in block C, and the caution signal in block D changed to clear. Inasmuchas the, system is oli any approved type, an illustration thereof in this disclosure is deemed unnecessary.

The batteries 0 and (Z are located in the blocks C and D respectively and adjacent the beginning of blocks B and C, respectively as shown, and are connected to insulated sections 11 ot the track rails, each battery being normally in a closed circuit including the relay 5 of the succeeding block, as for example, the circuit of battery 0 includes the following: the battery 0. insulated rail section, 11'', bond 11, the rail of block- O, lead 5", relay 5, lead 6, the other rail. of block C, the other bond 11, the other insulated rail section 11, back to battery 0. The other circuits for blocks D and are similar. It will be observed that the relay 5 is normally energized but when a train enters a block, as for example, block C, the circuit is short circuited, the current passing through the locomotive truck (see truck 6% when advanced into block C) the circuit now being from battery 0 to rail sections 11, bonds ll, rails of block C and the locomotive truck, the relay now being short-circnited and Clo-energized and the switch 14 open.

Located a certain distance, shown as or a he awings, from t e begi ing at each of the blocks. is an insulated section 10 in each of the rails of the track, the tracks on each side of these insulated, sections being bonded together by wires ll as shown. These sections are intended to cooperate with the automatic mechanism hereinbelow de scribed to etlect the stopping of the train it the signal 2 indicates danger, or permit the train to be automatically controlled by certain speed responsive mechanism it the signal in a block indicates caution or is located at 45 as shown at 3 at the beginning of block C. nny form of train stopping or controlling track located apparatus might be used in my invention but the form I have just referred to, by reason of the insulated sections 10, is well adapted to cooperate with the other elements of my invention as will hereinafter appear to effect the automatic control of the trains intended.

Connected to the wire 11 is a lead 12 passing to a point 13 of the danger switch lat while a lead 15 connects the same to the caution switch 16, while a lead 17 is connected to a track battery 18, leads 19 and 20 to the insulated section 10, as will be clear from Fig. 1 of the drawing. The caution switch 16 is adapted to cooperate with a point 25 connected to a lead 26 through a resistance 27 and lead 28 to the lead 20. The switches 16 are operated by the movements of their respective signals 2 or 3, or by the electric circuits controlling the said signals, and they are so arranged with re spect thereto that the switches 16 are held closed against the contact points 17 except when the signal cooperating therewith is in caution position, thus indicating that the next section in advance thereof is in danger condition. The simple and obvious way is to provide connections whereby the signals hold their respective switches 16 against the stop 17 at all times except when said signal is in caution position. This is for the purpose of making a circuit either through the track battery 18 or the resistance 27, both. of which circuits pass through the danger control switch 14L as will. appear.

The mechanism carried by the train as a part Of my automatic apparatus adapted to cooperate with the track ap 'iaratus just described to control the operation of trains in the manner set out above will now be described. A source of air under pressure is provided in the reservoir 30 connected by a pipe i. l to an electromagnet valve 32 and this valve is connected by a pipe 33 to a. sec ond electromagnet valve 34;. The valve 34 is connected by a pipe 35 to a control chamber 36 provided with a valve 37 in the train pipe line 38 which may also be connected by pipe 39 to a cylinder 40 adapted to control the throttle lever 41 of the locomotive. It is apparent, of course, that this mechanism could be used with an electrically propelled train, in which case, the throttle ll would. be replaced by a switch for controlling the operation of the motors of the train. interposed between the two valves 32 and 34; and connected. to the pipe 213 is a pipe 45 con nected to a valve chamber 46 in which a, valve 47, adapted to be controlled by the speed of the train, is located, a pipe 48 connects the valve chamber 46 to the pipe 35 and train pipe valve cylinder 36. Located on the pipe 48 is a pressure controlled exhaust valve 50. Any form of speed responsive mechanism for controlling the valve l? may be" provided and I have shown herewith a governor 55, carrying an adjustable arm 56, adapted to engage a rod 57 connected to the valve 47.

The electric circuits for controlling the electromagnet valves 32 and 8d maybe 0t varied construction and, as shown, consists of a battery 60 carried by the train connected by a lead 61 to one side of the net 32 while the other side is connected by a lead 63 to ground as by being connected to some un-insulated part of the locomotive illustrated at 6%. The truck 65 to which the battery 60 is connected may be insulated from the rest of the locomotive and the train in any suitable manner. The circuit for the other electromagnet valve 3t may be similarly arranged on truck 69 and includes a battery 70 carried by the train and provided with a lead line 71 extending to the magnet 34' while the other side of the magnet 34 is connected by a lead 7 2 to the ground wire 63 above described.

The magnets 32 and 34: are differently constructed so that the magnet 34 requires more current to hold the valve 34 up than does the magnet 32, or, in other words, the resistance due to the magnet 34L is greater than the resistance of the magnet 32. This is for a purpose of coactingwith the track circuits above described in a manner so that under certain conditions the valve 3% will be dropped while the other valve 32 is held open for a purpose as will hereinafter appear to permit the governor control valve 47 to be thrown into operation.

In order to complete the circuit for the magnet 32 under certain conditions, namely, whenv the train is running at a very slow rate of speed, say, below five miles an hour,

there is provided a circuit from battery 60 through line 61. to electroma'gnet 32 to wire 63 and, thence through. wire 86, switch 85, contact point S l, plate 83, arm 56 to plate 81. to wire 80, to truck 65 and thence to battery 60. The arm 56, located on the governor 55, is provided with an extension 87 adapted to bridge the contact plates 81 and 83 to complete the circuit just described when the train is proceeding at a low rate of speed.

In the operation of my, device it will he seen that if the magnet 32 is deenergized the valve 32 closes and hence the air in the chamber 36 may exhaust through the port or vent 33 provided in the lower portion of the valve casing 32 which in turn effects an application of the brakes and an actuation of the throttle lever 41 to cut oil the power. It will be noted that whenever the magnet 32, is controlled by the danger position of the block signals, it is necessary that the same be reset by hand,'-since this valve is so constructed that when the armature falls upon demagnetization it drops considerable distance and cannot be picked up by a mere remagnetization of magnet 3.2. When the locomotive passes over the short insulated rail sections 10, which are only a little longer than the insulatedtruck 65, the, circuit from the battery 60, wire 61, coil 32', wire 63 to the locomotive 6 1-, thence through the rails, to the-truck and backvto the battery, will be broken because thesections 10 are insulated from that portion of the track which is in contact with the other parts of the, locomotive. The armature of the valve 32 would become de-energized and al low the valve 32 to fall were not some provision made to energize said magnet 32 in some other way during the passage of the truck 66 over said short insulated section 10.

Then, therefore, the locomotive passes through said short insulated rail section 1.0 and the block ahead is clear, the switches 14 and 16 will both be closed (the switch 14 by 'theenergized magnet 5, the switch 16 by the signal 2 then in clear position) in which events: circuit will be established as follows: from battery 18 through wires 19, 20, through short sections 10 vto the truck 65, thence through battery 60, wire 61, coil 32, wire 63 to ground 6st on the locomotive, thence through the tracks to bond wires 11, thence by wire 12, contact 13, switch 1 1, wire 15, switch 16 and wire 17 back to battery. 18. In a similar way the circuit for battery 70, when truck 69 is on the insulated rail sections 10, will be battery 70, wire 71, magnet 34:, wires 72, 63, tolocomotive 64, thence-to i ainxrails and to bond wire 11, wire 13, switch 1 1-, wire 15, switch 16, wire 26, resistance 27, wires 28, 20, sections 10, truck 69 to battery 70. V] hen therefore the train passes over the short sections 10 and the track ahead is clean the circuit through the electromagnet 32 will not be brolrcn and the valve 32 will be held in its elevated posi- 'tion. lVh-enevcr the signal indicates danger the switch 1 1 will be opened as shown at the beginning of block B, and hence when the truck 65 enters the insulated section of the track, the external circuit to the locomotive, that is, the circuit comprising the wire 12, point 13,- switch 14c, wire 15, switch 16, point 17, battery 18, wire 19, wire 20, will be broken at the switch let, and, as above described, the circuit carried by the train, that is to say, the circuit battery 16, wire 61, mag net 32, wire 63, locomotive 64 and rails back to truck 65 and thence to battery will also be broken by the insulation between the short rail sections 10 and the adjacent parts of the track. This causes the magnet 32 to become decnergized, thus closing g t-he valve 32 and stopping the train. The distance :11 intended to be substantially t at necessary in order to stop a train which maybe proceeding at a speed not greater than, for instance, thirty miles an hour, before the train can euter the block B trom block since a tr in in block B may be at the very liieginning ot the block and ii the distance a; were not provided, a train in block C might collide with train in the rear of block B betorethc automatic apparatus could be effective to stop the train. It will be noted that the train in block C has been referredlto as proceeding at a rate of speed not higher than thirty miles an hour and this is because a train in block B, through the signal at the beginning of the block C, caused the actuation of the train controlling mechanism to limit the speed of the train entering block C to a moderate rate in. the following manner. hen the signal 3 at the beginning of block C is in the cantion position, the switch 16 in the circuit of battery 18 is open but in contact with the point 25 to throw the resistance 27 into the circuit between the train stopping rail sections 10 of block D and the main rail sections to the locomotive 6%. This partial circuit is from the main track section to the bond wires 11, thence by wire 12 to switch 14, thence by wire 15, through switch 16 to contact point 25, wire 26, resistance 27 and wire 28 back to the short insulated section 10 and thence through the trucks to the battery and from the battery to the magnet 32 and thence bacl: through the locomotive 6 1 to the main section of the track. Similarly, when the truck 69 is in the short insulated section 10, the same external circuit comes into play and cooperates with the battery which is in electrical communication with the truck 69. Thus, when the truck 69 passes over this short section, the circuit is fol lows: battery 70, wire 71, magnet 341:, wire 72, thence by wire 63 to locomotive 64; and to the main tracks, thence through the bond wires 11, wire 12, closed switch ll, wire 15, switch 16 to contact point 25, thence through wires 26, resistance 37, wire 23, short section 10, trucks 69, back to battery 70. Itwill thus be seen that when the trucks 65 and 69 come one at a time into the rail sections 10 the circuits to each of the electromagnct valves must be by way of this track circuit just described having the resistance 27 thrown in the circuit. Because the magnets 32 and are differently wound so that a smaller current will suitice to cause he magnet it, to hold up its armature than will cause the magnet to hold up its urn'xature, the resistance 27' is so proportioned as to so reduce the current supplied .to the magnets that the armature oi? the magnet will be tions 10 but the valve 34; will drop to closing position when the truck 69 enters this section. The complete circuit "for holding the valve 353 open. will be hOln. the battery 60, lead (3], magnet 32, groui'id lead 63 to the locomotive 64,: and therefrom to the bond wires 11, lead 1?, switch 1 1, lead 15, switch 16, point 25, lead 26, resistance 97, lead 28, lead 20, rail section 10, truck 6? to battery 60. The circuit for the electromagnet 34 will be from battery .70, wire 71, magnet 3 1, lead 7.2 to wire to l coniotive 6-1, thence to the main track and by bond 11, wire 12, tl'irough switch 14:, wire 15, switch 16 to wire 26, resistance 27, wire 28 to small insulated tracl: section-10, and thence through the trucks 69 to battery 70. it is to be understood that the batteries and are substantially of the same .electromotive power in order that the resistance 27 will. eflect the deenergizinsr of magnet ill but retaining magnet 32 energized in the manner indicated above.

As soon as the valve 3 1 is allowed to close while the valve 32 remains open, it will be seen that the air pressure from the tank 30 will be shut off from the pipe and pass to the cylinder 36 by way or" the pipe 45,

governor control valve 16 and pipe 4:8. Thus. if the train in block D is proceeding at a higher rate of speed than, say thirty miles an hour, the arm 56 will be raised out of contact with the valve stem 57 and the air pressure in the central chamber of the casing 17 operates against the upper poppet valve to move the same to open position, the air being vented to the atmosphere through the port 416. This also causes the lower poppet valve to he moved to its seat, the flow of air from the pipe ll) aiding; to close the same and also maintaining it closed. The air in the pipe 4-3 thus escapes to the atmosphere through the port 16 as well as the port in the valve casing 34; permitting the air pressure in the cydindmr 36 and pipe d8 to be decreased to a point where the check valve 50 may drop to open position and the valve 3'? opened under the air pressure in the train air pipe 88. This will result in an application ot-fzhe brakes to the train and cut o'lii the motive power. If, however, the train in block D is proceeding); at a lower rate ol speed so that the arm 56 is lowered into engagement with the valve stem 57, the

valve it is held open. :1 ml the air pressure is moderate rate of speed, but the moment the speed is increased, the valve 16 becomes closed and the brakes are then automatically amflied. This prevents the engineer from speeding up the train after entering the block at a caution speed. It willb'e noted that the exhaust valve 50 is held closed by air pressure in the pipe d8 when the valve 16 is open and automatically drops to permit a more rapid exhaust from cylinder 36 when the air pressure is being decreased as above described.

Means are provided whereby the valve 34 is automatically opened by a reenergization oi magnet 34! when the train, which has been proceeding as just described under a moderate speed, enters a block whose'signal indicates that the block is entirely free and that high speed may be resumed. When such is the case, the switch 14. will be closed onthe point 13 and the caution switch 16 will be closed to the track battery 18. In this case, whenthe truck 69 enters the rail sections 10, the track circuit will be through the battery 18 which, together with the train battery 70, immediately 'reenergiaes the magnet 3% raising the armature and opening valve 34:. It will be noted, however, that this battery 18 will not automatically open the'other valve 32, should it be dropped, because, when the magnet 32- is once deenergized, the armature falls so tar down that it must be raised by hand. This would prevent the resuming of speed and the continuing of the train it the magnet i-EEZ were dropped but the train failed to stop before the next block was reached wherein the signal indicated entire clear ance It will be noted that I have provided means whereby if, seeing a danger signal, the engineer brings the train down to a very low rate of speed before the sections 1() stop the train by causing the danger magnot 32' to be ClBBIlGI'PlZGCl which would necessitate stopping the train and the engineer getting out out the cab to reset the magnet 32, he may proceed with his train by himself holdingthe magnet 32 energized by use of the switch 85 upon condition, and only upon condition, that the train proceed at a very low rate of speed. Thus the engineer may bring his train right up to the rear of a block even though the signal to that block indicates danger. In this case, the circuit for the magnet 32 is from the battery 60, wire 61 to magnet 32, to wire 63 and thence b wire 86, switch 85, wire S l, plate 83, arm 8 plate 81, wire 80 to truck 65 and thence to battery. In order for the extension --87 of the arn1-56 carried by the the trains is goveri'ior to bridge the contact plates 81 and 83, it is necessary that the train be proceeding at a very low rate of speed, say under four miles an hour. By this mechanism it will be seen that the operation of greatly facilitated and practically no space of the tracks need at any time be held against traliic excepting in so far as is absolutely necessary in order to prevent collision by the operation of the automatic train controlling mechanism.

In the modification shown in Fig. 2, I have shown a mechanism wherein instead of using the train stopping sections 10, shown in Fig. 1, a ramp 100 is located at any desired position in each block and is adapted to cooperate with a shoe 101 carried by the train to effect an operation of the train stopping and speed controlling mechanism described above in substantially the same manner; The ramp 100 maybe located the same distance 00 from-the beginning of the block for the same purpose stated above in regard'toft'he location of the insulated rail sections 10. The track battery 18 is connected (to the ramp 100 by lead 20 while a lead 19 passes to the caution switch 16 to lead 15 to the danger switch 14, point 18 and lead 12 to the track rail, as shown. connected by a lead 28 to the battery 18 on one end and by a lead 26 to the point 25 the otherside to the caution switch 16. The two magnets 32" and 34: are shown in F 2 as connected to the air supply in the same manner and for the same purpose as that shown in Fig. 1. In Fig, 2, however, a single battery 105 normally supplies the necessary current to energize both magnets 32 and 3% and for this'purpose a lead 100 connects the battery to acontact plate 10? adapted tobe engaged by the shoe 101 while a lead 109 connects the other side of, the battery to a lead 110 extending to the magnet 3n". return jlead 111 connee-ts this magnet to the locomotive 645 'i'orming the ground. A lead 112 connects the lead 110 to the magnet 34 while a lead 113 connects the other side of this magnet to the ground. The contact plate 107 is insulated at 115 from an adjacent contact plate 116 and a lead wire 11'? connects this plate 116 to the wire 110.

In the operation of the modification of Fig. 2., it will be seen that the shoe 101 being nomnally connected to ground in any desired manner as indicated diagrammatically in Fig. 2 by the contact point 101 and wire 101 connected to the truck 65. The battery 10:: maintains both magnetsenergized by reason of the ground wires 111 and 113 in a. mannerthat will be readily understood by those skilled in the art. lilowever when the shoe 101 engages a ramp 100 it is forced away from the contact point 101 breaking of Fig. 1. It will The resistance 27 isits connection there to the earth and the con tact finger on the shoe is raised to engagement with the contact plate 116 thus cutting out battery 105 and throwing the magnets 82 and 31 into the circuit of the track batte'y 18. The condition of the switches 14- and 16 in Fig. 2 is dependent upon the condition of the adjacent blocks in the same manner in which the danger and caution switches were controlled in the modification therefore be seen that, in View of the difference in the amount of resistance offered by the magnets 32 and 34",

the armature of the ma 'net 32'will he held up by the track battery 18 even though the resistance 27be thrown into the circuit, but this resistance 2'? will cause the magnet 31 to be deenergized. It will be e idcnt, of

course, that it both the switches 11 and 16 are in contact with the point 13 and the contact of lead wire 19 respectively then both the magnets 32 and 34 will be maintained energized, this condition oi? the track circuit being present when the signal to the block indicates clearance, as is well understood in the art, and. as was the case in the modification shown in Fig. 1. It will be further understood that it the danger switch 1% is open, the circuit to both the magnets will be broken and the valves 32 and 3-1 dropped to closing position, thus effecting an application of the brakes and stopping the train.

- In view 0 1 the fact that the n'1odification shown in Fig. 2 otherwise operates in sul stantially the samemanner as that fully described above in connection with Fig. 1, a further detailed explanation of the operation 01 this modified form of construction is deemed unnecessary.

in Fig. 3 I have shown a mechanism which may be utilized in conjunction with the modification illustrated in F ig. 1 whereby. it the insulation for the train stopping rail sections 10 breaks down, the signal in the block in the rear will go to danger position and a train approaching such block will be stopped and therefore avoid tne possibility of collision which might otherwise result ii the train proceeded into the block in which the train stopping sections had become inoperative by .reason oi a failure of the in-.

sulation for the stopping section 10.

The mechanism 1 have provided for accomplishing these ends consists in means for short circuiting the usual signal track bat tery in case of a break in the insulation at any one of the sections. 10. l"? the track circuit signal battery is short circuited it evident that the signal in the preceding block would indicate danger. There has therefore been provided, as shown in'Fig. 3, a lead line 150 from-one of the sections 10 to a point 151 of the danger switch The other rail section 10 is connected by a lead 153, topoint 151-, to a second danger switch 155, both switches 152 and 155 being operated from the usual danger controlling relay 156 for the signal 157. The switches 152 and 155 are respectively connected by leads 158 and 159 to switches 160 and 161 which correspond and are operated by the same position of the signal as the caution switch 16 of Fig. 1. Lead 162 extends from the point 163 of the switch 160 to the track battery 18 which is connected to the bond wire 11, as shown, while the other switch 161 is connected through lead 165 to a resistance 27 and hence by a lead 166 to a lead 16? extending to the bond wire 11 on the other side of the track. The lead 16? has an extension 168 with a point 169 adapted to be engaged by the switch 161 to cut out the resistance 27 for reasons similar to that given in connection with the description of Fig. 1. Furthermore, it will be seen that since both switches 160 and 161 operate in unison, when the switch 161 contacts with point 165, switch 160 is out of contact with point 168, thus cutting 06? the track battery 18. In this manner it will be evident that the operation of the modification o i 8 is substantially the same as 1 in so it. as operating the train stopping or speel' controlling mechanism is concerned, since the track circuits provided in. Fig. 3 will make or break the connection between. a truck in the train stopping section 10 and a locomotive, for example, or other part of the train in the main track sections in the same manner described above in connection with Fig. 1.

Should the insulation to the sections 10 break down and permit current to pass herethrough, it will be seen that the track battery a for that block will be at once short circuited. Thus as soon as the insulation indicated at It in Fig. 3, breaks down it will be seen that the battery a will then have a metallic circuit through one rail, insulation k, section 10, lead 150, switch 152., lead 159, switch 161 to lead 16'1", either through lead 168 or resistance 27 and lead 166 to the bond wire 11 on the opposite side of the track from the insulation 71, the circuit beingcon1- pleted by the rail to the battery. The circuit just described requires that the switches 152 and 155 be'closed by the relay 156 indicating that the next block is clear and the circuit just described will be made regardless of the position of the caution switch 161. Assuming that the relay 156 is deenergized, as when the signal indicates danger, the relay in the preceding block will have been deenergized by the short circuiting of. the battery (1 in the manner just described so that a train in the preceding block has been stopped and cannot proceed so that the position of the switches 152 and 155 now becomes immaterial. Should the insulation 11 break down the short circuit tor the battery a would then be by way of lead 153,

switch 155, lead 158, switch 160, lead 162, battery 18, bond wire 11 to the other rail of the track and hence to the battery. Should the other insulations 7i and '5 break down the circuits will be substantially the same as that just described excepting that the current will be passed through the bond wires 11 around the insulations it and '2' to the main track sections, hence through the insnlations it and i to the sections 10. In connection with the operation of the modification shown in Fig. 3 whereby provision is made against thebreaking down of insulation, it will be noted that when the battery c is once short circuited the automatic mechanism operates to stop the train in the preceding block, hence the positions which the various switches 152, 155, 160 and 161 thereafter assume becomes immaterial and before the engineer can proceed with the train which has been stopped, he will eventually locate the ditliculty since he willbe held up an unreasonable length of time andjwill therefore know that some unusual reason, such as the breaking down of thc insulation oil? a trainstopping section, is the cause of bold ing his train -t om proceedin Having thus. described my invention 1 claim and desire to protect by Letters Patent the United States: 1. In an automatic means for controlling the movement of trains in a block system, the combination of a semaphore system whereby the signal of a block is controlled by the condition 01 the bloclt in advance thereof, a track circuit in each block C0111- prising a switch relay for said block and track battery located in the block in ad vance thereof, partial danger and caution circuits comprising danger and caution switches controlled by said track circuit anal the semaphore signal in said block, a pneumat'ic brake applying mechanism, a power cut-oil mechanism, a plurality of electromagnetic valves carried by said train at ed to operate said pneumatic bli fie ap U ing mechanism and. said power cut-o mechanism, speed responsive means COllllJllizing a valve and relatively movable contact-s. train circuits comprising batteries connected to said electro-magnetic valves and said contacts, said train circuits adapted to be controlled by said danger and caution circuits as a train'moves along a block.

2. In a train stopping and speed controlling mechanism, the combination of a pneu matic train stopping mechanism, a p urality of electin-magnetic valves operative to effect an operation oi? said pneumatic train stopping mechanism, train circuits comp ising train batteries connected to said electromagnetic valves, track circuits comprising switch relays in the controlled blocl-zs and batteries in said blocks and in the b ocks in advance thereof, control circuits each blocl; comprising a track battery, a resistance and switches controlled by said relays, said control circuits adapted to selectively operate either of said train circuits fol-onerating either or both of said electromag netic valves depending upon the presence or absence of a train in an advance block.

8. In a train stopping and speed controlling mechanism for operating trains in a block system, a brake a plying mechanism .thereior, a train stopping electromagnetically controlled valve for said mechanism, a speed controlled valve, a second electromagnetically controlled valve adapted to throw said speed controlled valve into or out of connection with said brake applying mechanism, a partial train circuit for each of said electromagnetic valves having a different amount of resistance in each oat said circuits, and a coacting track circuit therefor located in each block and controlled by the advance blocks of the system to selec tively operate either of said electromagnetic valves dependent upon the condition of the two succeeding blocks in the system.

t. In a train stopping and speed controlling mechanism for operating trains in a block system, the combination oi a brake applying mechanism, a train stopping electromagnetic valve controlling said mechanism, a speed responsive valve and a second electromagnetic valve adapted to throw said speed responsive valve into and out of operative connection with said first-mentioned valve, and means located in each blocl: cooperating with said valves to stop a train or throw into action the speed responsive valve depending upon the conditions of the succeeding blocks in the system.

In a train stopping and speed controlling mechanism for operating trains in a block system, the combination of a brake applying mechanism, means comprising a coutrolling valve carried by the train adapted to effect an operation of the brake applying means, speed responsive means, a pressure controlling valve connected to said firstmentioned controlling valve and coact ng means located in each block oi the systen and connected to the first and second advance blocks relative thereto, means for connecting said coacting means adapted tr; stop a train it another train is in the next advance block or throw first-mentioned controlling valve if the first advance block is clear and the second advance block is occupied.

' (3. In a train stopping and speed controlling mechanism for trains operating in a block system, a brake applying mechanism for a train, an electromagnetically controlled valve adapted, when deenergized, to effect an operation of said brake mechanismr a. speed controlled valve therefor, a second electromagnetically controlled valve adaptbralze applying mechanism,

into operation the ed, when decnergized, to throw said spee controlled valve into connection with s; i'

train circuit of said electromagnetic valves for each provided with a different amount of resistance for each of sait. valves and a coacting partial track circuit provided with lBSlfaiance means'located in each blocl: of the system adapted under certain conditions to throw a resistance into each of the circuits for said electromagnetic valves, whereby' the second-mentioned valve will be deenergized and the other valve maintained energized to throw said speed control into connection with the brake applying mechanism.

7. In a train stopping and speed controlling mechanism, a plurality of electronniq'- netic valves adapted to control the action of a train, a normally closed circuit for each of the electromagnets of said valves, one being provided with a different amount of resistance from the other and a partial track circuit provided with resistance means operative when the train is in position to he acted upon by atrack circuit provided will said resistance to deenergize one cl said electromagnetic valves while the other is maintained energized.

8. In a train stopping and speed controlling mechanism for trains operating in a block system, a partial track circuit in each block of the system adapted to effect an. operation of certain train stopping or speed controlling devices carried by a train including a plurality of switches, one of which is controlled by the condition of the first succeeding block and another of which is controlled by the condition of the second succeeding block, a battery in said circuit and a sl'iunt provided with a resistance in said circuit around said battery, the current through both said battery and shunt being controlled by said switches so that it each of the two succeeding blocks be clear the circuit is made through the battery, while if the first succeeding block be cccupied, the circuit completely brokei'i through both said battery and shunt cir cuits, while if the second only is occupied, the circuit will be made through said resistance containing shunt circuit around said battery.

9. In a train stopping and speed controlling mechanism for trains operating in a block system, a partial circuit including a plurality of switches in each block of the system adapted to effect an operation of train stopping or speed controlling d vices carried by a train, one of said switches controlled by the condition of the iii .ing block and. another of said switches controlled by the condition ot the second succeeding block, a battery in said partial circuit and a shunt in sa ii'l circuit around said succeeding block 'st succeei'b,

dill

battery, a resistance in said shunt circuit, the circuits through both said battery and shunt being controlled by said switches so that if each of the two succeeding blocks be clear the circuit is made through the battery, while if the first succeeding block be occupied, the circuit is nompletely broken through both said battery and shunt circuits, while it the second succeeding block only is occupied, the circuit will be made through said resistance containing shunt circuit around said battery.

10. In a speed controlling mechanism for trains operating in a block system, a brake applying mechanism, a speed valve, an electromagnetic-ally controlled valve, train circuit for the latter and a partial circuit in each block adapted to atfect said train circuit to actuate said electromagnetic valve to throw said speed control valve into connection with said brake applying mechanism, and, under other conditions, to actuate said electromagnetic valve to throw said speed controlled valve out of operative connection with said brake applying mechanism.

11. In a speed controlling mechanism for trains operating in a block system comprising automatically operated block signals, a pneumatic brake applying mechanism, an electro-magnetically controlled valve connected to said brake applying mechanism and adapted when energized to maintain said brake applying mechanism inoperative and when de-energized to cause an operation of said brake applying mechanism, a speed controlled valve pneumatically connected to said brake applying mechanism and said electro-magnetically controlled valve, train circuits for normally energizing said electromagnetically controlled valve, partial circuits in. each block, a track circuit in each. block, the condition oi. said partial circuits controlled by the said tracl: circuit and said block signals depemlent upon the presence or absence of: a train in the adjacent and. advance blocks, said paw tial circuits ail'ectii'ig said train circuits to effect a de-eucrgization Oli' said electro-magnetically controlled valves when a train is present in the advance block, said speed control valve operative at a predetermined rate of speed of travel of a train to effect an operation of: said brake applying mechanism and at other speeds to maintain said brake applying mechanism inoperative independent of said electro-magnetically controlled valves.

12. In a speed controlling mechanism for trains operating in a block system, the combination of a pneumatic brake applying mechanism, an electromagnetically controlled valve connected to said brake-applying mechanism and. adapted to throw the same into and out of operation, a speed responcontrolled I sive mechanism connected to said brake ap plying mechanism and adapted to effect an operation thereof, a normally closed train circuit for said electro-magnetically controlled valve, a partial track circuit located in each lock adapted to be interposed in said normally closed train circuit and means in said partial circuit controlled by the condition of the advance blocks in the system so as to deenergize said electromagnetieally controlled valve when in one position and to automatically reenergize the same when in another position.

13. In a train stopping mechanism the combination of a pneumatic brake-applying mechanism, an electromagnetically con trolled valve connected thereto and adapted when de-energized to effect an operation thereof, a speed controlled valve connected to said brake applying mechanism, a second electromagnetically controlled valve connected to said brake applying mechanism and said speed controlled valve, a train circuit for each of said electromagnetic valves, a partial track circuit located in each block of a block system adapted to be thrown into electrical connection with said train circuits and means in said partial track circuit for selectively controlling each of said train circuits dependent upon the condition of the two succeeding blocks of the block system to actuate one of said valves to stop a train or actuate the other valve to permit the same to proceed at a reduced rate of speed.

it. In a train stopping mechanism the combination of a pneumatic brake applying mechanism, an electromagnetically controlled valve connected thereto and adapted to effect an operation thereof, a speed controlled valve connected to said brake applying mechanism, a second electromagnetically controlled valve connected to said brake applying mechanism and said speed con trolled valve, a train circuit for each. of said electromagnetic valves, partial track circuit located. in each block of a block tom adapted to be thrown into electrical connection with said. train circuits and means in said partial track circuit for selectively controlling each of said train circuits dependent upon the condition of the two succeeding blocks of the block system to actuate one of said valves to stop a train or actuate the other valve to permit the same to proceed at a reduced rate of speed, said partial track circuit being located at such a distance in the rear of a block as to insure the stopping of a train before reaching the next block when the train is proceeding at the reduced rate of speed.

15. In atrain stopping and speed controlling mechanism including a set of insulated rail sections in each block of a block system, the combination thereof with a train controlling track circuit connected to each set of insulated sections, a block relay and battery therefor, means to short circuit the said relay battery in a block if the insulation of said rail sections breaks down, comprising a track circuit having a set of lead Wires extending from each of the insulated rail sections to the main rail sections on the opposite side of the track outside of said insulated sections, whereby if the insulation on either partial track and at either end of the insulated section fails, the circuit from the relay track battery will pass through saidtrack circuit across from one rail of the track to the other and short circuit said battery.

16. In a train stopping and speed controlling mechanism for trains operating in a block system, the combination of a pneumatic train stopping mechanism, a plurality of electromagnetic valves and a governor controlled valve adapted to be interposed in said mechanism, one of said electromagnetic valves. adapted to actuate said train stopping mechanism to stop a train and another of said electromagnetic valves adapted to interpose said governor controlled valve in said train stopping mechanism, a train circuit for each of said electromagnetic valves, a track circuit in each block adapted to control the actuation of said electromagnetic valves, said track circuit including a set of insulated rail sections in each block of a block system, a train controlling track circuit connected to each set of insulated sections, a block relay and battery therefor, means to short circuit the said relay battery in a block if the insulation of said rail sections breaks down,

comprising, as a part of said track circuit, a set of lead Wires extending from each of the insulated rail sections to the main rail sections on the opposite side of the track outside of said insulated sections, whereby it the insulation on either track and at either end of the insulated section fails, the circuit from the relay track battery Will pass through said track circuit across from one rail of the track to the other and short vcircuit said battery.

17. In a train stopping and speed. controlling mechanism for trains operating in a block system, the combination of a pneumatic train stopping mechanism, a plurality of electromagnetic valves and a governor controlled valve adapted to be interposed in said mechanism, one of said electromagnetic valves adapted to actuate said train stopping mechanism to stop a train and another of said electromagnetic valves adapted to interpose said governor controlled valve in said train stopping mechanism, a train circuit for each of said electromagnetic valves, a partial track circuit in each block controlled by the succeeding blocks of the system and adapted to be thrown into connection with said train circuit to selectively operate either of said electromagnetic valves, depending upon Whether a train is in the next succeeding block or Whether that block is clear but a train is in the second succeeding block.

In Witness whereof, I have hereunto set my hand this 21st day of September, A. l). 1917.

FRANK C. WILLIAMS. 

